2026 Suzuki Swift review

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As Impreza is to Subaru, and Civic is to Honda, Swift is one of Suzuki’s most iconic nameplates.

The mk4 Swift ‘Hybrid’ you see here here is the Mk4, which was introduced in 2024, when the long-running Japanese light hatch entered a new generation. The new 12V mild-hybrid system was the headline addition to the latest Swift, which is a hybrid-only model and marks the first step in Suzuki’s electrified model push in Australia.

Following in its low-capacity mild-hybrid footsteps would later be the Fronx light SUV in 2025, while the fully electric e-Vitara – and a hybrid version of the regular Vitara – is due to arrive locally by mid-2026.

For the most part, Suzuki’s smallest local model (and now only its sole non-SUV passenger car) is an example of what the Japanese brand stands for cheerful small cars that won’t break the budget.

In Australia’s four-model light-car segment, the Swift Hybrid is the third most popular model, ahead of only the Toyota Yaris. It’s the only one still available with a manual transmission after the Mazda 2 lineup was rejigged for 2025, but it’s still more expensive than the segment-leading MG 3.

But despite its iconic status within the Suzuki stable, it isn’t the brand’s top-seller – at least not in Australia. That distinction goes to the pint-size Jimny off-roader, and even though specific variants of the latter were recently subject to a lengthy stop-sale, it isn’t particularly close.

In fact last year the Jimny outsold the Swift more than doubled her clone in front of it, even though she was an expert at that time. This is probably because of the Jimny’s cult status and Australia’S appetite for SUVs, but it’ll be no less curious as the Swift is cheaper and objectively more sophisticated.

Regardless, the Swift formula is tested and tried; Suzuki did not depart from what it knows. Tested here is the 2026 Suzuki Swift Hybrid GLX, the range-topping trim level in the three-variant lineup of s.

How does it stack up against its better-selling rivals, and is it the pick of the bunch?

How much does the Suzuki Swift cost?

The top-spec Suzuki Swift Hybrid GLX is priced at $29,490 before on-road costs.

| Model | Price before on-road costs |
| — | — |
| 2026 Suzuki Swift Hybrid manual | $24,990 |
| 2026 Suzuki Swift Hybrid auto | $25,990 |
| 2026 Suzuki Swift Hybrid Plus auto | $27,490 |
| 2026 Suzuki Swift Hybrid GLX auto | $29,490 |

The MG 3, Toyota Yaris and Mazda 2 are the only direct segment competitors, and our Swift tester is cheaper than two of its top-spec equivalents.

A range-topping MG 3 Hybrid+ Essence is usually on the $29,990 price tag (or $28,888 drive-away according to a website) while an Mazda 2 G15 GT costs $28,000190 plus on-roads.

The Yaris, meanwhile, tops out at $34,590 before on-roads for the ZR Hybrid, excluding the $55,000-plus, two-door GR performance models.

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What is the Suzuki Swift like on the inside?

The Swift Hybrid is a very sensible small hatch.

Although not flash, it certainly shares its fair share of angles and mismatched lines but the Swift never feels like trying to be anything it isn’t supposed to. Only one issue with the GLX is that it doesn’t do much to justify its range-topping status.

Spectacular fittings include a wireless phone charger, automatic climate control and paddle shifters but none of that is required entirely. charging? USB-C port instead of. The other two trim levels are standard for manual air-conditioning, auto climate control? Auto climate controlled.

The paddle shifters? Please, it’s an economy hatch with a continuously variable automatic transmission (CVT), so they aren’t more than – just.

The GLX still contains the important things, which blurs the line between it and the Plus below it. However, there is a good idea of the interior of Swift’s interior with strong ergonomics and logical layout.

Many ways it’s a breath of fresh air than the more tech-savvy alternatives, but doesn’t feel as dated like the Mazda 2 does. There’s a neat-looking instrument cluster behind the steering wheel, with no analogue except for the digital panel in mid-air.

This is not the only economy hatcher to need anything more than this. This works fine, but can feel a little forced at this stage of the market for digital instruments display (both in the MG 3 and Yaris (at least in top-spec form)). We are glad that Suzuki hasn’t followed suit.

Instead it is a simple setup for the car. It’s no longer cumbersome either; in fact, it’re much less intimidating for first-timers or newcomers as there are only a few simple menus to flick through on that small central display – and just one large steering wheel button to do so.

Likewise, that is an easy wheel there are only a few hard plastic buttons in different places. While its leather finish (against carried over from the Plus trim) is a nice touch (although we could do without that plastic piece on the bottom of it), our use was not possible.

The infotainment display displays a visually unattractive unit, physically and digitally, is shown by moving across to the app? It is clunky, with huge glossy black bezels on its dash and graphics not the fit of a car launched in 2024.

Occasionally, it is hard to use functionality without little laggy; wireless Apple CarPlay (a highly-needed addition that works reliably) is another well-requited inclusion. It can also play a few settings on this screen but is likely to be limited in customisation, although it’s expected that there will be some variation of the setting.

below, is an easy-to-understand physical climate control setup that’s simple to understand. But even when you are confused off the bat it won’t take long to get used to how system works – real buttons poke and prod also mean that, like the instrument cluster, people coming from older cars will not be scared away.

The question “what’s going on with all the button blanks” is a top-spec model, so those blank in the steering wheel and around the engine start/stop button are curious about things to press. Even though it may be higher-Spec overseas variants, what’s wrong with that?

But other than that, everything is what you think a Swift would be. The seats are if unremarkable, and there is a wide range of (manual) adjustment for the driver’s seat and steering wheel so it can be easily found to maintain ‘good driving position’.

Like the traditional gear selector and manual handbrake, we like the wireless charger, heated seats and multiple USB ports. Also, you’ll find there’s a lot of room for taller bottles in the two central cupholders (if they’re not too wide).

It’s the same story for the bottles in the doors, which don’t cope with anything bigger than an average 600ml bottle. It doesn’t seem like a small cupholder-sized hole either of the centre console or there is much more than that, although no room for – unfortunately not lidded storage box.

This a bit unusual design up front is rounding it off, with the lighter-coloured plastic adding some colour and contrast. While all this is quite a bit scratchy, it is all fairly simple.

The second row isn’t a lot going on, even with no fold-down armrest. But for you, there is a decent room.’ As far as the light hatch can give at least one thing to do, it barely goes down until its past the seatbacks of this roof.

However, it feels like the boot is as big a possible size for what could be given the Swift’s smaller packaging. It’s pretty deep, a low load floor that could make loading things more cumbersome but it says there is more space than the Mazda 2 (250 litres), and just slightly below the Yaris’.

It’s at least square, so there’re lots of boxes and groceries. If you close the tailgate as well, the cargo cover lifts nicely out of the way and thus the boot opening is wider than you might expect.

Of course, the trade-off is that there’s no spare wheel, leaving you with nothing more than a tyre repair kit.

| Dimensions | Suzuki Swift |
| — | — |
| Length | 3860mm |
| Width | 1735mm |
| Height | 1520mm |
| Wheelbase | 2450mm |
| Cargo capacity | 265L (rear seats up) 980L (rear seats folded) |

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What’s under the bonnet?

If you can power all Swift Hybrids, it is 1. With a 12V mild-hybrid system, 2-litre naturally aspirated three engine was used for the two-litres of 3-cylinder engines. With 61kW power and 112Nm torque, this drives drive to the front wheels via a continuously variable transmission (except in the five-speed manual of base variants).

| Specifications | Suzuki Swift Hybrid GLX |
| — | — |
| Engine | 1.2L 3cyl petrol mild-hybrid |
| Power | 61kW |
| Torque | 112Nm |
| Transmission | CVT |
| Drive type | Front-wheel drive |
| Kerb weight | 957kg |
| Fuel economy (claimed) | 4.0L/100km |
| Fuel economy (as tested) | 4.2L/100km |
| Fuel tank capacity | 37L |
| Fuel requirement | 95-octane premium unleaded |
| CO2 emissions | 90g/km |
| Emissions standard | Euro 5 |
| Braked tow capacity | 1000kg |

Our week with the car was mainly highway commuter. Sprinkled in were several suburban stints, as well as a short twisty-road jaunt to push the car out of its comfort zone.

Even so we observed fuel economy was equal to Suzuki’s claim and it dipped into sub-4 in the same way as our reported fuel. territory of 0L/100km when normal driving is in.

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How does the Suzuki Swift drive?

In its simplicity, the Swift proves to be a fun drive.

There’s no space-age tech that is trying to control the car on your behalf so you can drive the Swift if you want it, provided it’ll be legal.

It’s a bit of an accurate description of how any car in this segment should behave, but truthfully you’d not find one that even had enough safety gear fitted to bother you at the first place. Instead, the Swift’s edge comes from a rather unusually well-tuned chassis.

That’s a lot more accurate than you think, going all the way you point the steering wheel.” The ‘go-kart vibe’ of it is achieved by nice, weighted steering, low seating position, very short wheelbase and vaguely sporty suspension.

The limiting factor to a real handling ‘sleeper’ seems to be its wheels and tyres, which are very narrow (although this is an economy car) in the context of their wheel-and ‘nothing that can be said about it. It is still possible to carry speed down twisty roads, but prepare for a fair bit of tyre squeal (especially from the rear wheels) and some.

The city is also in and around the city where the Swift really shines, according to . So it’s very simple to place on tight streets, and that nimble handling makes swinging through built-up areas breeze.

Similarly, the suspension is still compliant and the Swift never feels unrequited. It’s a commuter that’s very easy to drive, with tram tracks and holes being shoved aside without fuss.

That’s when the powertrain comes from Then, . This theme repeats sensation, as power delivery is predictable and – unsurprisingly – very manageable. It’s not a lot to work with, but the Swift’t just seems so zippy and feels reasonably lively while three-pot engine gives it character.

It’s a combination of this and that sportier-than-expected handling, so the Swift is much more interesting than most of its competitors, especially the MG 3 (the first one being an example). The transmission of its’very strong’ version is perhaps the most uninspired aspect of the Swift Hybrid’s powertrain, though it may be at least one of those things that has been said to be so inspiring.

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It doesn’t even simulate gears like a Honda does, nor has Suzuki tried to mask any of the typical CVT dreariness. During hard acceleration, the engine revs away endlessly and those paddle ‘shifters’ do little to disguise any of it, or anything at all.

This is a perfectly adequate setup for a car like the Swift, not to mention incredibly efficient. Suzuki’s petrol claim is no joke, and unlike a hybrid Toyota Corolla, for instance, which becomes less efficient if you primarily commute on highways, the Swift appears generally more frugal.

But at low speeds in traffic or built-up areas, it begins to struggle with the mild-hybrid system being unable to drive this vehicle as an electric car such as Toyota’s full hybrids. At least an idle stop/start system is at least present to cut the engine at a standstill, but that’s about it.

This idle-stop/start system, in addition, is a very sensitive response to this “non-smart” (i.e. The engine was kept on running at a standstill several times (probably due to the demands of climate control system) and it maintained that this continued operation, which is probably why we were not getting rid of our engine. That also undermines the effectiveness of a hybrid system.

The Swift doesn’t feel out of its depth on the freeway, and at least road noise and wind noise are acceptable. Despite the fact that it is still better to be in the city, that makes a solid all-rounder.”

In the end, most buyers should be comfortable with the Swift’s suite of safety gear. We were not irritated by any other systems, including lane-keep assist, andAdaptive cruise control works well.

The car is small enough for easy parking, even though there’s no surround-view camera. You have parking sensors to help you out, and while there is a reversing camera it could be slightly better quality.

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What do you get?

There are three trim levels available for the Swift Hybrid.

2026 Suzuki Swift Hybrid equipment highlights:

• 5MT or CVT
• 15-inch steel wheels
• Tyre repair kit
• Automatic LED headlights
• Automatic high-beam
• Rear fog lamp
• Heated side mirrors
• LCD instrument display
• 9.0-inch touchscreen infotainment display
• Wireless Apple CarPlay
• Wired Android Auto
• Satellite navigation
• DAB radio
• Keyless entry
• Idle stop-start

Swift Hybrid Plus adds:

• CVT
• 16-inch alloy wheels
• Leather-wrapped steering wheel
• Heated front seats
• Driver seat height adjustment
• Premium fabric upholstery
• USB-A and USB-C ports
• Rear privacy glass

Swift Hybrid GLX adds:

• 16-inch polished alloy wheels
• Power-folding exterior mirrors
• Mirror-mounted indicators
• Paddle shifters
• Wireless phone charger
• Auto climate control
• Rear heater duct

To see how the Suzuki Swift stacks up against its rivals, use our
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Is the Suzuki Swift safe?

The Suzuki Swift has a three-star ANCAP safety rating, based on testing conducted by sister organisation Euro NCAP in 2024.

| Category | Suzuki Swift |
| — | — |
| Adult occupant protection | 67 per cent |
| Child occupant protection | 65 per cent |
| Vulnerable road user protection | 76 per cent |
| Safety assist | 55 per cent |

Standard safety features include:

• Adaptive cruise control
• Lane departure warning
• Lane-keep assist
• Rear parking sensors
• Reversing camera
• Traffic sign recognition
• Weaving alert

Swift Hybrid Plus adds:

• Blind-spot monitoring
• Rear cross-traffic alert

To see how the Suzuki Swift stacks up against its rivals, use our
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How much does the Suzuki Swift cost to run?

Suzuki Australia provides a five-year, unlimited km warranty on its vehicles under the backing of its vehicle manufacturer, Suzuki Australian. Servicing for the Swift Hybrid is done every 12 months or 15,000km, whichever comes first The initial service of the vehicle must be provided by .

| Servicing and Warranty | Suzuki Swift Hybrid |
| — | — |
| Warranty | 5 years, unlimited kilometres |
| Roadside assistance | 5 years |
| Service intervals | 12 months or 15,000km |
| Capped-price servicing | 5 years |
| Average annual service cost | $391 |
| Total capped-price service cost | $1955 |

Suzuki’s capped-price servicing is detailed below:

| Service | Price |
| — | — |
| 12 months, 15,000km | $319 |
| 24 months, 30,000km | $429 |
| 36 months, 45,000km | $409 |
| 48 months, 60,000km | $449 |
| 60 months, 75,000km | $349 |

A $2244 service-rate of a Mazda 2 for the rest of its five years, on average $448 per year, is an affordable option as for rivals. 8 a year. In meanwhile, Toyota caps the first five services for the Yaris Hybrid at $250 — $1250 over five years.

The most expensive to service of the lot is that MG 3 (five years said, which will cost you $2413, or an average of $482). annual 6.

To see how the Suzuki Swift stacks up against its rivals, use our
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childcareman.xyz’s Take on the Suzuki Swift Hybrid GLX

It is a ‘normal’ car that can be quite fun, as it has the most character of its small hatch rivals The Swift Hybrid is one of the best examples of an ‘ordinary’ type of car to have – and even so.

Lively handling and steering are highlights, with the Swift’s agility holding up to higher-intensity driving with much of the same composure it shows in the city. Simply put, it’s a car you can look forward to driving, more so now that it has a more palatable safety rating than the one-star rating it held before.

Apart from the mediocre transmission, the powertrain is also good; the three-cylinder engine produces a charming off-beat thrum with its characteristically low torque. This helps reduce some of the CVT’s wail, though it is still a bit unpleasant under hard acceleration.

Some small gripes, such as the plasticky interior of a (the original one for this segment) still exist but it’s all par for the course. Only that is the top-spec GLX (which costs much more than its rivals (not including the Yari) without adding so much we’d think essential to the bunch).

Instead, the Swift Hybrid Plus is probably the sand of the range and none of that competition can quite match Suzuki’s iconic charm.

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